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(No Model.) 2 SheetsSheet 1.

W. SPIELMAN.

RAILWAY SWITCH. No. 400,135. Patented Mar. 26, 1889.

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BY (rm aw ATT'YS N. PETERS. l holo-l lhcgrzphcr, Wrnhinglon. C-

(No Model.) 2 Sheets-Sheet 2.

W. SPIEL-MAN.

RAILWAY SWITCH.

No. 400,135. Patented Mar. 26, 1889.

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N. PETERS. Phdlmuihogrnphcr. Wnsmnkmm D. Q

NITED STATES XVILLIAM SPIELMAN, OF NEWARK, NE\V JERSEY, ASSIGNOR TO SlhilSON J.-

NAUMBURG, F SAME PLACE.

RAI LWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 400,135, dated March 26, 1889.

Application filed December 20, 1887. Serial No. 258,443. (No model.)

To all whom it may concern.-

Be it known that 1, WILLIAM SPIELMAN, a citizen of the United States, residing at N ewark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Railway-Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying draw- Y lugs, and to letters of reference marked thereon, which form a part of this specification.

The object of this invention is to reduce the cost of constructing switches and to reduce the number of working parts, whereby in creased durability is obtained an d the liability to clog or be obstructed by snow and ice or other matter is limited.

The invention consists in the improved switch for railways, having the arrangements and combinations of parts, substantially as will be hereinafter set forth, and finally be embodied in the clauses of the claim.

Referring to the accompanying drawings, in which like letters of reference indicate corresponding parts in each of the several figures, Figure l is a plan view of the improved switch, showing the general relation of the several parts. Fig. 2 is a sectional view of the same, taken on line X, Fig. 1. Fig. 3 is a detail View showing certain bars in their relation to the switch-rails. Fig. 4 is a plan view of the chair in which the double or curved rail is seated. Fig. 5 indicates in central section a cap which may be employed to cover and protect a lever and certain co-operating parts, to prevent the same from being manipulated by improper persons. Fig. 6 is a detail plan ofa pivoted double rail. Fig. 7 is a section through line y; and Fig. 8 is a detail view of an ordinary signal, which maybe used to work with the switch. Fig. 9 is a sectional View taken on a line parallel with line 00 through the rails and the bars or rods which connect the movable double rail with the crank-shaft.

In said drawings, a to indicate the rails of the main track, I) b the rails of the siding, and c c the switch-rails, which last are adapted to be moved laterally at one end to act alternately with the main rails and the siding-rails. At the other end the said switch-rails are secured in any suitable manner into permanent relation'to the continuation a. of the main track.

d is a double rail adapted to turn the switch, in connection with other apparatus hereinafter described, either from the siding to the main rails or the main rails to the siding-rails when pushed by the flanged wheels of the cars or locomotive of the railway-train. The said bent rail, instead of being angular at the bending where the two side parts join, is formed in a continuous curve, and at the extremities (Z d is curved inwardly toward the center of said double rail, so that the latter will at said points form, with the main or permanently-fixed rails, recesses to receive the flanges of the car-wheels.

By forming the continuous curve in the double rail at the end thereof opposite the bends (Z d the said rail is enabled to pass between the hooked lips g g at approximately right angles to the direction of the blow of the car-wheel, which throws said double rail, so that the rail is more firmly held and is rendered more durable. The hooked lips overlie the bottom flanges of the double rail, and thus prevent the latter from being raised vertically from its bearings. By having the rounded bend, as shown, the rail is also rendered more compact, or will not occupy so much room between the main rails as would a long angular double rail, such as has heretofore been employed in connection with other switch mechanisms. The said rail cl is seated on a central chair, 6, secured upon one of the ties f and between the rails of the main and siding tracks, as shown in Fig. 1,the said chair 6 being preferably provided with a pivotal pin, g, (shown in Fig. 4,) which prevents the double rail d from moving laterally on said chair between the hooked lips g. The rail d is bent double or given a horseshoe shape, whereby a shorter motion is obtained, and greater strength and durability is given to the switch than if the rail (1 were in two separate parts and pivoted or seated 011 independent chairs. The number of parts of the switch is thereby reduced. At the extremities d d of the doubled rail the same is provided with tie-bars 71, Figs. (3, 7, and 9, which hold said extremities in fixed and permanent relation to one another. One of said tie-bars (marked i in Figs. 1 and 2) extends beneath the rails of the main and siding tracks, or one of them, and serves to hold the doubled rail secured thereto down into place on the railway. The upper of the tie-bars j enters between said extremities and serves to prevent said extremities from being bent together. Said bar may be pointed or provided with dowels 7" at the ends thereof to enter into sockets in said rails, so that the parts will thereby be held together. The two tie-bars are suitably secured together, preferably by a set-screw or bolt, 7;, Fig. 2, at the center thereof. The extremities (Z d of the doubled rail are undercut on the outer sides, as in Fig. 7, to allow the upper part of the said extremities to be ln'ought into close relation to the main and siding rails. The under tie-bar, '1', extends laterally upward, as at 1, Fl 2, and is adapted to receive a connecting-rod, m, of the switchoperating mechanism, the same being provided with pivotal bearings for that purpose. The said operatingmechanism is closely allied to that shown in a prior patent of mine, dated February 20, 1883, and also in the drawin of a prior application filed July 28, 1887; and

the general COl'lSlil'UCt-iOll herein shown I do not claim. By turning a lever, a, and an eecentric or crank-shaft, 0, having eccentric Gl'Etllk-Pllls 2) 1) on the opposite ends thereof, which connect through the connecting-rods m, g, and r with the doubled rail (1 and switchrails c 0, respectively, the said doubled rails (I and switch-rails are moved simultaneously, as hereinafter described.

In operating the improvements the parts act as follows, the doubled rail being set to engage the main track and the switch-rail being set for the siding'track, as shown in the drawings: The train, when moving on the branch or main track toward the switch before arriving the'i eat engages with the portion of the doubled rail engaging said sidingrail or main, rail above mentioned, thereby automatically throwing the switch-rails into line with the rails of the main orbranchtraek,

as the case may be, and as will be readily understood upon reference to Fig.1. To prevent the lever from being manipulated by unauthorized persons, 1 have provided a cap, '6, (shown in central vertical section in Fig. 5,) said cap being preferably hinged to the tie in such a manner as that it may cover the lever when in its protecting position and be raised so as to allow access to the said lever. Said cap is provided on its opposite sides with openings f, to allow for the passage of the crank-shaft to the connecting-rods m and q.

Having thus described the invention, what I claim as new is 1. The improved switch for railways, combining with ties main rails (t a, siding-rails I) I), and switch-rails c o, a double rail, (I, havin g a continuous curve providing bearings at right angles to the direction of movement of the car-wheels and at its extremity inwardly curved, as at (1, said double rail, being pivoted on a ehai r, (3, having lips g y of the tie f at a point between the rails (I. a b 7), and having its curved extremities (Z d extend forward toward the joint between the said switch-rails and the rails a a or 7) I), where the said. ere tremities are held in fixed relation by tiebars, one of which extends under the rails to I) and connects with a connecting-rod, m, a crank-shaft, and a connecting rod or rods which join the said bent rail to the switchrails, substantially as and for the purposes set forth.

In a switch, the combinatioiii, with rails a I) c, of about rail pivoted between said rails a b and at its extremities (1 (1 held apart by a bar, 7', having pins j j, and a laterally-extending bar, 2', bolted, as at K, to said bar j, and connccted with the switch through the medium of connectingrods and a crank-shaft, substantially as and for the purposes set forth.

In testimony that I claim the foregoing I have hereunto set my hand this 14th day of December, 1887.

\YILTJAM SII'EL'MAN. 

